The Anonymous Widower

Four Trains Per Hour Between Dalston Junction And Battersea Park Stations

Normally, there is only one train per day in both directions between Dalston Junction and Battersea Park stations.

Wikipedia says this about the service.

Until December 2012, Southern operated a twice-hourly service from London Victoria to London Bridge via Denmark Hill. This ceased when London Overground’s Clapham Junction to Dalston Junction service commenced at that time. However, since December 2012, a skeleton London Overground service has run to/from Battersea Park (instead of Clapham Junction) at the extreme ends of the day to retain a “parliamentary service” between Battersea Park and Clapham High Street.

But today, London Overground were running four trains per hour between Dalston Junction and Battersea Park stations, as there was a track fault, which meant trains couldn’t get between Wandsworth Road and Clapham Junction stations.

I took these pictures on my journey.

It certainly looked, like London Overground weren’t having much trouble, in running four trains per hour between Dalston Junction and Battersea Park stations.

November 6, 2017 Posted by | Travel | , , , | 1 Comment

Musical Trains On The Overground

The November 2017 Edition of Modern Railways (MR) has a news item entitled Nine More Class 710s Planned.

This is the first paragraph.

Transport for London is proposing the acquisition of nine additional Class 710 EMUs from Bombardier to support the London Overground rxtension to Barking Riverside and an enhanced service on the East London Line.

Transport for London (TfL)  are ordering six five-car and three four-car Class 710 trains.

This article on London Reconnections (LR) is entitled More Trains for London Overground: A Bargain Never to be Repeated.

The title gives a clue as to the first part of the article and it talks about how it may be necessary for TfL to get their order in now to get the best terms and price for the trains.

Putting the two articles together, some interesting train use could be happening on the various lines of the Overground.

The East London Line

Certain improvements have been planned for the East London Line.

The Class 378 Trains

The current fleet of 57 Class 378 trains are now five cars in length, after starting at just three cars.

Many of the stations on the East London Line could accept six-car trains and the other could be worked using selective door opening.

So TfL probably have an option to increase capacity on the East London Line by twenty percent, by adding an extra car to the Class 378 trains on the line.

The Class 378 trains are also certified for working the Thames Tunnel, whereas the Class 710 trains don’t appear they will be.

The Night Overground

A 24-hour service on Friday and Saturday nights, between New Cross and Dalston Junction/Highbury and Islington stations.

Crossrail And The East London Line

This will happen in December 2018, when Stage 3 of Crossrail opens between Abbey Wood and Paddington stations, with a connection to the East London Line at Whitechapel station.

When you consider that Whitechapel will be served by 12 x nine-car Crossrail trains per hour (tph) from December 2018 and 24 x nine-car tph from May 2019, you do wonder if the East London Line’s sixteen x five-car tph will cope with the extra passengwe.

Increased Frequencies

TfL have said they will increase the core frequency of the East London Line from sixteen tph to twenty in 2021.

I wrote about this two years ago in Increased Frequencies On The East London Line, so the plan is an old one, even if it has slipped a bit.

The original plan envisaged the following extra trains on the East London Line.

  • Two tph – Dalston Junction to Crystal Palace in 2018
  • Two tph – Dalston Junction to Clapham Junction in 2019

It would need the following.

  • More Class 378 trains, as the Class 710 trains are not certified for the Thames Tunnel.
  • Improved digital signalling in the core, which would eventually enable twenty-four tph.

The LR article suggests that there may be capacity problems at Clapham Junction station and two tph to Battersea Park station is suggested as an alternative.

Battersea Park Station

Battersea Park station is already served by the Overground, with this service, which is detailed in Wikipedia.

1 train per day to Highbury & Islington / 1 train per day from Dalston Junction.

Wikipedia adds this comment.

Until December 2012, Southern operated a twice-hourly service from London Victoria to London Bridge via Denmark Hill. This ceased when London Overground’s Clapham Junction to Dalston Junction service commenced at that time. However, since December 2012, a skeleton London Overground service has run to/from Battersea Park (instead of Clapham Junction) at the extreme ends of the day to retain a “parliamentary service” between Battersea Park and Clapham High Street.

This map from carto.metro.free.fr shows the track layout at Battersea Park station.

Note.

  1. The single track going in to Platform 2.
  2. Platform 1 at Battersea Park station is disused.
  3. The close proximity of the station to the new Battersea Power Station station, that opens in a few years.

These are some selected pictures of Battersea Park station.

I think it is true to say, that it is a Victorian station, that wasn’t designed for the modern age.

  • The station is Grade II Listed.
  • The booking hall is a tidy Victorian example.
  • There is a lot of excellent Victorian detailing.
  • Platform 2 and 3 is wide with sensible stairs.
  • Platform 2 is a well laid out terminal platform.
  • Platform 4 and 5 is narrow with terrible stairs.
  • Plstforms 3 and 4 seem to be long enough for ten-car trains.

It could be turned into what Roy Brooks would have called something better than a ruin. For those of you born since 1960, check the link to a memory of one of the world’s late great honest estate agents.

I’m sure Londoners used to buy the Sunday Times, just to read his adverts.

I can remember my late wife sitting on the sofa, laughing loudly, as she read aloud an advert about a flat, that wouldn’t suit an owner with a cat,.

Battersea Park station and a two tph service from Dalston Junction across South London have a lot going for them.

  • I’m sure a budding Lord Foster or Zaha Hadid could come up with a scheme to fix the platform access and make the station passenger friendly and their name.
  • The station is a short walk from Battersea Power Station station and must open up routes across London.
  • Battersea Park station could easily handle two tph on a single platform.
  • In A New Station For Battersea, I talked about a proposal to create a station at Battersea that linked the new tube station to the Southeastern lines into Victoria.
  • In Four Trains Per Hour Between Dalston Junction And Battersea Park Stations, I write about how on the 6th November 2017, because of a track fault, London Overground ran a four tph shuttle between the two terminals.

Will all of this be tied together?

Train Requirements On The East London Line

Doing a quick calculation, I think that each of the four branches need the following number of trains for four tph.

  • Dalston Junction to Clapham Junction – 8 trains
  • Highbury and Islington to Crystal Palace- 8 trains
  • Dalston Junction to New Cross – 2 trains
  • Highbury and Islington to West Croydon – 8 trains

Which gives a total requirement of 26 trains.

Up the frequency to six tph on each branch or one train every 2½ minutes, which would be 24 tph through the Thames Tunnel and you get the following.

  • Dalston Junction to Clapham Junction – 12 trains
  • Highbury and Islington to Crystal Palace- 12 trains
  • Dalston Junction to New Cross – 3 trains
  • Highbury and Islington to West Croydon – 12 trains

Which gives a total requirement of 39 trains.

If you just have an increase to six tph on just the Clapham Junction and Crystal Palace routes as London Overground are proposing for 2020, you get the following.

  • Dalston Junction to Clapham Junction – 12 trains
  • Highbury and Islington to Crystal Palace- 12 trains
  • Dalston Junction to New Cross – 2 trains
  • Highbury and Islington to West Croydon – 8 trains

Which gives a total requirement of 34 trains, providing a service of one train every 3 minutes, which would be 20 tph through the Thames Tunnel.

This is eight more trains than at the present time.

It’s all rather impressive for the Thames Tunnel, which was built between 1825 and 1843, by the Brunels.

The Ultimate Capacity Of The East London Line

If we look perhaps ten years into the future, the following will have happened.

  • Signalling will have improved.
  • Crossrail will be running more than 24 tph through Whitechapel.
  • Automatic Train Operation (ATO) will be driving the trains, with the driver keeping a vigilant watch, just as happens on the Victoria Line now!
  • Passenger information and management will have improved and passengers will be able to handle the increased frequency of trains easily.

So if Dear Old Vicky can manage thirty-six tph in a 1960’s tunnel, will the East London Line be able to manage the same frequency in an 1840’s tunnel?

The Brunels would have made sure it happened and if it is needed, so will their engineering successors!

Let’s cut it back a bit and aim for 32 tph through the Thames Tunnel, as that was the sort of target engineers were looking at, for the Victoria Line in the 2000s, when the East London Line was being proposed.

How many trains will be needed to run the eight tph on the four routes, that would comprise thirty-two tph through the Thames Tunnel?

  • Dalston Junction to Clapham Junction – 16 trains
  • Highbury and Islington to Crystal Palace- 16 trains
  • Dalston Junction to New Cross – 4 trains
  • Highbury and Islington to West Croydon – 16 trains

Which gives a total requirement of 52 trains.

The London Overground has fifty-seven Class 378 trains. I can’t believe that the original fleet was sized on eight tph in operation through the tunnel and a few as hot spares and in maintenance!

But surely eight tph is impossible, as turning the trains at the terminal platforms would be too much!

Think again!

  • The Victoria Line at Brixton and Walthamstow Central stations handles 36 tph using two platforms or 18 tph per platform.
  • The Northern Line is targeting 36 tph on both lines, when it has been split into two.

With ATO, I’m sure each terminal platform can handle more than eight tph.

More Trains On The East London Line

According to the LR article, the planned new services on the East London Line will require another eight trains. This fits with my calculation.

  • These trains have to be Class 378 trains, due to evacuation issues in the Thames Tunnel.
  • These trains have to be able to work on lines with third-rail electrification.

London Overground has ordered six five-car Class 710 trains and they will be run on the North London Line and West London Line, where they will displace some five-car Class 378 trains for running on the East London Line.

Some five-car Class 378 trains on the Watford DC Line will also be replaced by four-car Class 710 trains.

So it would look like the East London Line will get some of the eight Class 378 trains that it needs.

Improvements To The North London Line/West London Line

The LR article says this.

London Overground have a long-held desire to increase the frequency on the WLL from 4tph to 6tph. They also aspire to another 2tph (at least) from Clapham Junction continuing to Stratford, to further increase the frequency on the North London Line (NLL). This would enable 10tph on eastern end of the North London line. This is due to be implemented with with main order of the new Class 710 stock.

The article also suspects that London Overground want to run the following services.

  • 6 tph – Stratford to Richmond
  • 6 tph – Stratford to Clapham Junction

This would deliver a twelve tph service between Stratford and Willesden Junction.

Living about halfway between those two stations, I’m not complaining.

But the article concludes, that London Overground’s objective can’t be achieved until some freight is moved to the Gospel Oak to Barking Line after the electrification of that line is completed.

As I said earlier, the pair of lines will get six extra five-car Class 710 trains and displace some Class 378 trains to the East London Line.

So will London Overground stick with a mixed fleet on these lines? Or will they perhaps run one class on each route?

I have no idea, but there are quite a few Class 378 trains, that could be displaced by new Class 710 trains to allow the East London Line frequency to be increased.

The Watford DC Line

Currently the Watford DC Line has a three tph service and I suspect that this needs six five-car Class 378 trains to run it.

The LR article says that London Overground want to run four tph on this line and I calculate this will need eight four-car Class 710 trains.

The new trains will probably be a few minutes faster and they will offer an hourly capacity increase of six percent.

But they will release six five-car Class 378 trains to strengthen services on the North, East and West London Lines.

Step-Free Access

Step-free access from platform to train is not good on the Watford DC Line.

You step up into a Class 378 train and step down into a Bakerloo Line 1972 Stock train.

These pictures show the problem with the Class 1972 trains. When I got off one of these trains at Willesden today it was a jump.

It is some of the worst step-free access on the Underground.

On my short trip on the Bakerloo Line today, I deliberately sat in the last carriage. On most stations the the last carriage was aligned with the end of the platform, which leads me to the conclusion, that most stations are about as long as the trains, which are over 110 metres long.

Can a step-free platform be designed, that will work with the following trains?

  • The current Class 378 trains
  • The future Class 710 trains
  • The current Underground 1972 Stock.
  • Any future deep-level Underground trains

The latter could make design more difficult, if the train is built for Unattended Train Operation (UTO) and if platform edge doors are needed at all stations with UTO.

The only solution I can think of, is one that is used in Karlsruhe in Germany and is now being used at Rotherham Central station to accommodate main line trains and Class 399 tram-trains.

The platform is long enough to have two sections, with different platform heights.

  • A high section is used with the main line trains.
  • A low section is used with the Underground trains.
  • Platform edge doors could be fitted to the low section.
  • A gentle slope would connect the two sections.
  • Entry to the combined platform could be near where the two sections join.

Also, consider the following.

  • Given that the length of a Class 710 train is around 80 metres and that of a 1972 stock is in excess of 110 metres, it will be a long platform.
  • Selective door opening will be installed on all trains.
  • I do wonder, if the new trains for the Watford DC Line are only four cars to ease the problem of step-free access. The reduced length could knock twenty metres off every platform.
  • Could we even see the new Underground trains built to a shorter length?

I’m sure that a workable platform design is possible.

The Bakerloo Line And The Watford DC Line

The Bakerloo Line is being extended to the South, but nothing has been said about how it will be changed in the North.

Possibilities for Northern terminals for the line could include.

  • Queen’s Park
  • Stonebridge Park
  • Harrow and Wealdstone
  • Watford Junction

It’s also complicated because the depot is at Stonebridge Patk.

I wouldn’t rule out extending the of the Bakerloo Line to Watford Junction, as is talked about in Wikipedia under Re-extension to Watford Junction.

What would be the consequences, if the following were to be done?

  • An extended Bakerloo Line has an increased frequency of at least twenty tph between Watford Junction and Lewisham.
  • The new trains for the Bakerloo Line are faster.
  • The new Bakerloo Line trains had a capacity increase from the current 700, so they carried about the same as the five-car Class 378 trains.

The increased frequency of Bakerloo Line service, would probably result in London Overground’s Euston to Watford service to be discontinued.

The benefits would be as follows.

  • Stations from Queen’s Park to Watford Junction would get a more frequent service, of possibly a train every three minutes.
  • The problems of step-free access and platform-edge doors would be solved, as all trains would be on the Bakerloo Line.
  • London Overground would not need any platforms at Euston, which could help in the rebuilding of Euston for HS2.

It would also mean that London Underground got another high-frequency Underground Line without any junctions, that could be run very efficiently.

But it would mean Kilburn High Road and South Hampstead stations would lose their connection to Euston.

A Willesden Junction To Stratford Via Kilburn High Road, South Hampstead and Primrose Hill Service

Reopening Primrose Hill station has been mooted in the past. This is said in the Wikipedia entry for the station.

It has been proposed to re-open Primrose Hill station by bringing the short stretch of line between South Hampstead and Camden Road stations back into the regular passenger service by incorporating it into the London Overground network.

A reopened Primrose Hill station, would only be a short walk to Chalk Farm station.

At Willesden junction station, there is even a convenient South-facing bay platform, that is numbered 2 and could handle four tph.

The picture shows a Class 378 train in Platform 2 at Willesden Junction station, was taken on Sunday, the 2nd of October 2016, during engineering works, when a Rail Replacement Train was run between Willesden Junction and Stratford stations.

But there are problems.

  • Where would you terminate the service at its Eastern end? Highbury and Islington, Stratford or somewhere else, like perhaps a reopened Maiden Lane station?
  • Kilburn High Road and South Hampstead stations sill lose their srtvoce to Euston and they would have to change at Highbury and Islington.
  • Organising the time-table might be difficult.
  • I also think, it would mean that Kensal Green station would be very difficult to make step-free, if it had to be served by both Overground and Bakerloo Line trains.

On the other hand, Queen’s Park station is an excellent example of a step-free cross-platform interchange between the two types of trains and Willesden Junction station could be equally good.

Crossrail, The Bakerloo Line And The Watford DC Line

All these three lines either serve Watford Junction or it has been suggested that they do.

  • Plans to extend Crossrail up the West Coast Main Line would probably include a stop at Watford Junction, if they materialise.
  • Extending the Bakerloo to Watford Junction is suggested from time-to-time.
  • The Watford DC Line already serves Watford Junction station.

Given that a high-frequency efficient extended Bakerloo Line running between Watford Junction and Lewisham would serve the smaller stations on the way to Watford very capably, I suspect that whatever happens to Crossrail and the Watford DC services, the Bakerloo Line will be extended to Watford Junction.

The extended Bakerloo Line would have the following characteristics.

  • Probably all trains running between Watford Junction and Lewisham.
  • A frequency of upwards of 20 tph
  • No junctions and end-to-end running like the Victoria and Jubilee Lines.
  • Full step-free access at all stations.
  • New faster, walk-through trains with wi-fi and 4G.
  • An efficient connection to Crossrail at Paddington will be opened in December 2018.
  • National Rail connections at Charing Cross, Elephant and Castle, Lreisham, Marylebone, Paddington, Waterloo and Watford Junction

It may be London’s forgotten line, but once extended, it could be a new star. Especially, if it gets to be linked directly into Old Oak Common station for all the services including HS2, that will be available there.

The Watford DC Line doesn’t connect to Crossrail, which makes me feel, that when everything gets decided about the extended Bakerloo Line and the new station at Old Oak Common, then the Watford DC Line could miss out.

Through Running Between North And East London Lines

I seem to remember reading in Modern Railways about ten years ago, that there was an ambition in TfL to extend some East London Line trains to Willesden Junction.

Look at this map from carto.metro.free.fr, which shows the lines at Highbury and Islington station.

Note the single line labelled Transfer, that connects Platform 2 at Highbury and Islington station to the Westbound North London Line, that runs through Platform 7.

I think it would be possible to make Platform 2 into a bi-directional through platform.

  • All Westbound trains on the Westbound North London Line would leave from the island platform between platforms 2 and 7.
  • Voltage changeover between 750 VDC and 25 KVAC would take place in Platform 2.
  • A four tph service in both directions would mean a train every 7-8 minutes.
  • The four-track section of the North London Line between Highbury and Islington and Camden Road stations, includes two reversible lines.

Was this all future-proofing to allow services to run between the North London and East London Lines?

It is interesting to note, that Platform 2 is used for services to and from West Croydon station.

These services take around 51-55 minutes and currently need eight trains for a four tph service.

This screen capture shows the train timetable, when I rode between Highbury and Islington and Willesden Junction stations.

Note that the journey takes 22 minutes.

I am led to the conclusion, that it would be possible to run a  service between West Croydon and Willesden Junction stations.

The service would run via Kilburn High Road, South Hampstead and and a reopened Primrose Hill stations.

It would have a frequency of four tph.

Trains would change voltage at Highbury and Islington station.

I would certainly like the service for these reasons.

  • I regularly travel along the North London Line from the West to Dalston Junction station. The change between the North and East London Lines at Highbury and Islington can be very busy.
  • Going West along the North London Line from Dalston Junction can involve a lot of walking up and down at Highbury and Islington station.
  • Using Dalston Kingsland station to go East can be difficult, as there are masses of passengers changing between rge two Dalston stations.
  • I like to go to Primrose Hill and London Zoo.
  • Could the service also ease the pressure on Camden Town station, until the upgrade is complete?

I have no idea if London Overground would do this, but if there was a vote, I’d say yes!

The Gospel Oak To Barking Line

I have never seen a detailed analysis of running trains on the Gospel Oak to Barking Line (GOBLin).

Currently, eight Class 172 trains provide the four tph service. Consider this round trip.

  • Leave Gospel Oak station at 09:05
  • Arrive Barking station at 09:42
  • Leave Barking station at 10.03
  • Arrive Gospel Oak station at 10.45

Note.

  1. It is a very generous timetable.
  2. There is a twenty minute turn-round time at both ends of the route, which is good for recovering the timetable after a delay.
  3. The Class 710 trains could save time at every one of the ten stops, as they accelerate faster, have smooth regenerative braking and should have a better platform-train interface.

This leads me to the conclusion, that the Class 710 trains could run a faster service on the line.

Extending Services To Barking Riverside

Barking Riverside station will only be a short distance from Barking station and I suspect, it would only add ten minutes at most to the end-to-end journey time.

As there is a twenty minute turn-round time, I suspect that a train will be able to go from Gospel Oak to Barking Riverside and back again in under two hours.

This would mean that the current service of four tph could be possible on the extended route, with the same fleet of eight trains.

This is said in the MR article about the Class 710 trains.

The remaining two additional four-car units would support the extension of Gospel Oak to Barking services to Barking Riverside.

This leads me to one of these conclusions.

  • The service is going to be extended somewhere else.
  • The frequency on the route is going to be increased to five tph.

The next few sections deal with the various options.

Extending To The West Along The North London Line From Gospel Oak

I sometimes change between the GOBLin and the North London Line, as I can get a convenient bus from my house to Harringay Green Lanes station.

Allowing GOBLin services to continue along the North London Line would need extensive and expensive remodelling of Gospel Oak station to create an Eastbound plstform for the GOBLin.

The tracks to the West of the station, would probably need to remodelled to allow efficient operation.

The GOBLin trains would also be four-car trains, as opposed to the five-car trains on the North London Line.

Extending To The North Along The Midland Main Line

By using the Carlton Road Junction after Upper Holloway station, GOBLin trains could access the Thameslink tracks and go North to a convenient station.

Unfortunately, the track layout is such, that crossing to the Dudding Hill Line is difficult.

But continuing to the proposed Brent Cross Thameslink station is surely a possibility.

Although, I can’t see anything happening until plans for the West Orbital Railway are agreed and Brent Cross Thameslink station is opened.

So it can probably be discounted for a few years yet!

Extending Across The Thames From Barking Riverside

Barking Riverside station is being built so that an extension under the Thames is possible.

But as a tunnel would be involved, I can’t see this extension being started or even planned fully for several years.

Five tph On The GOBLin

If two extra trains are added to the GOBLin fleet, this would mean that there are ten trains, which would be enough to run a five tph service between Gospel Oak and Barking Riverside stations.

I think this will be the most likely use of the two extra trains on the GOBlin.

Romford To Upminster

The Romford To Upminster Line is slated to get a brand-new Class 710 train to work the two tph shuttle.

The DR article says that it is possible that this line could be served by a Class 315 train, held back from the scrapyard.

This would mean a new Class 710 train could be deployed elsewhere, where its performance and comfort levels would be more needed.

Surely, this would be enough capacity for the line and a lot cheaper than a new Class 710 train! Provided of course, that it was reliable, comfortable and could maintain the current two tph service.

I discuss this in detail in A Heritage Class 315 Train For The Romford-Upminster Line.

Conclusion

It looks like Transport for London are planning for a large increase in services on the East London Line.

 

 

 

 

 

 

 

 

November 2, 2017 Posted by | Travel | , , , , , , | Leave a comment

The East London Line Platforms At Whitechapel Station Now Appear To Be Full Length

Because of Crossrail works, Whitechapel station had to wait to get full-length platforms for the five-car Class 378 trains on the East London Line.

It at last seems the platforms are now extended.

But then it is only just over a year until December 2018, when Whitechapel station opens for Crossrail services between Paddington and Abbey Wood stations.

 

September 16, 2017 Posted by | Travel | , , | Leave a comment

London To Get The Night Orange

This article on the BBC is entitled Night Tube: East London route joins 24-hour services.

This is said.

The Overground service will start operating from December on Fridays and Saturdays between New Cross Gate and Dalston Junction.

It is also expected to extend to Highbury and Islington next year, Mayor of London Sadiq Khan said.

I am a bit surprised that the Southern terminal is New Cross Gate station, as this is not normally a terminus for Overground services, wheras New Cross station does have a four trains per hour (tph) service to Dalston Junction station all day.

On the other hand New Cross Gate station has the following advantages.

  • Services could be extended Southwards to other stations in the future.
  • New Cross Gate will be a Bakerloo Line station, when that line is extended.
  • Thameslink and other services into London Bridge might call.
  • It might offer an easy link to Gatwick Airport for an early flight.

I think that as Thameslink will be important with all its connections, I wouldn’t be surprised to see a Night service on this line, which would make a link to the East London Line useful.

 

July 3, 2017 Posted by | Travel | , , | Leave a comment

Could There Be An Overground Station At East Brixton?

This post is based on another snippet from the Kent Route Study, which you can download from this page on the Network Rail web site.

The study says this about the possibility of reopening East Brixton station.

5.15.17. There was a station at East Brixton on the rail route between
Denmark Hill and London Victoria which closed in 1976. The station
site sits within the London Borough of Lambeth.

5.15.18. As with Camberwell, there have been numerous calls from
local stakeholders to reopen the station over the years. The London
Borough of Lambeth is keen to reopen the station to improve the
connectivity of Brixton town centre to orbital rail routes, building on
the success of the London Overground route to Clapham Junction
which opened in 2012. If reopened the station would be served
solely by London Overground services operating to and from
Clapham Junction via the East London Line.

5.15.19. The London Borough of Lambeth are therefore leading a
review of the business case and demand for East Brixton station
with support from Transport for London and Network Rail. This
review will include consideration of the impact of a new station on
local development opportunities. It is expected to complete during
early 2017 and will determine whether or not the station has a
viable business case. Any further developments will be reported in
the final Route Study.

If you look at this map from carto.metro.free.fr.

East Brixton station is clearly shown on the tracks now used by the East London Line.

These pictures show the railway and what remains of the station on Moorland Road.

I spotted the station because of the signature brickwork of the window, which you see in several stations in South London like Peckham Rye station, which was designed by Charles Henry Driver.

This Google Map shows the location of the station.

Loughborough Junction station is in the North-East corner of the map, with Brixton station in the South-West corner.

Note that the venue; Brixton East 1871 is shown in the pictures and on the map.

In an ideal world Loughborough Junction and Brixton stations should have platforms on the Overground, but budgets are not limitless, so neither of them has.

But perhaps an option to build a station at East Brixton is a good compromise and will break up the long stretch between Denmark Hill and Clapham High Street stations.

It may look a stiff climb to the platforms, but it is no more than some other Overground and DLR stations. Lifts would be essential.

 

 

 

March 19, 2017 Posted by | Travel | , , , | Leave a comment

Do We Sometimes Misjudge The Consequence Of New Railways And Roads?

I ask this question after reading this article in the Hawick News, which is entitled Calls for extension of Borders Railway to Hawick building up fresh head of steam.

It was this phrase that worried me.

“Hawick businesses are feeling the impact of a one-way ticket that is seeing local shoppers travel from Tweedbank to all points north without any reciprocal arrangements.

It looks like building the Borders Railway has hurt businesses in Hawick. And what about other places in the area like Selkirk?

I think we’ve seen this before in other places.

Where I live near Dalston Junction station, has seen a massive uplift, since the creation of the East London Line. It was in some ways predictable, but I don’t think Transport for London expected the uplift that happened.

Our predictions, were never good in the past, but they don’t seem to be improving.

I wonder how far out predictions will be for Crossrail/Thameslink?

Consider.

  • Crossrail and Thameslink working together will make a lot more journeys single change.
  • Crossrail has good connections with the East London Line.
  • Crossrail gives much improved access to the Bakerloo and Northern City Lines.
  • Crossrail/Thameslink gives much improved access to Canary Wharf, the City of London, Gatwick Airport, Heathrow Airport, Luton Airport and Oxford Street in the centre of the cap[ital.

One consequence I see, is that those with Freedom Passes like me, will use the new free railways to advantage.

Roll on 2018 and 2019!

 

 

 

 

November 14, 2016 Posted by | Travel | , , , , | Leave a comment

Could Passenger Services Be Run On The Canonbury Curve?

The Canonbury Curve is described like this in the Wikipedia entry for Canonbury station.

To the west of the station is the Canonbury curve, a freight-only connection through the Canonbury tunnel to the East Coast Main Line at Finsbury Park.

The curve is an electrified single-track.

This picture shows where the curve joins and leaves the North London Line.

The Canonbury Curve To The East Coast Main Line

The Canonbury Curve To The East Coast Main Line

I don’t know how much traffic uses the line, but I think it is only a few freight trains.

This map from carto.metro.free.fr shows the track layout of the Canonbury Curve.

The Canonbury Curve

The Canonbury Curve

Note that it only has a connection to the North London Line, which is the more Northerly of the two pairs of lines. The East London Line is the other pair of lines and only carries third-rail electric services to Dalston Junction and on to the South.

In order for trains to go between Finsbury Park and the East London Line, there would need to some changes to Canonbury West Junction.

This Google Map shows Canonbury West Junction in detail.

Canonbury West Junction

Canonbury West Junction

The elliptical-shaped tower is an evacuation and vent shaft for the Channel Tunnel Rail Link.

There does seem to be space between the lines and I suspect that it would be possible to modify Canonbury West Junction.

The line is also visible as it passes by Drayton Park station to the South of Arsenal’s Emirates Stadium.

Drayton Park Station

Drayton Park Station

The line is the single track line to the right of the platform roof of the station. This image doesn’t show a true picture, as the line is at a higher level than the Northern City Line.

I think it is true to say, that there is quite a bit of space around Drayton Park station.

When the line gets to Finsbury Park station, the track seems to be extremely complicated, but I’m sure that it is possible to run a passenger train between Canonbury and Finsbury Park stations, as freight trains already make the journey.

A Second Thameslink Route Between Finsbury Park And East Croydon

I feel that a train service could be run between Finsbury Park and East Croydon stations via the Canonbury Curve and the East London Line.

It would require the appropriate political and commercial wills. Some track modifications would be needed.

In the next few sections, I will describe the various issues that will effect, whether such a service is created.

Objectives Of The Route

As a passenger from the East, I see the major objective is to link all those, who travel to and from London’s Eastern boroughs, like Bromley, Croydon, Greenwich, Hackney, Haringey, Lewisham, Tower Hamlets and Waltham Forest, with a better North-South railway.

But Govia Thameslink Railway, London Overground and Sadiq Khan may see things differently.

The East London Line may terminate in a decent purpose-built terminal at Highbury and Islington station, with these connections.

  • North London Line to the West.
  • Northern City services to the North.
  • Victoria Line services to the West End and four major stations.
  • Victoria Line to Waltham Forest.

But the termini in the South mean there is often a second change to get where you actually want to go.

  • Many passengers want to go to East Croydon station rather than West Croydon station.
  • There is no direct link to Thameslink, with all the extra destinations that would bring.
  • Getting to London Bridge, Gatwick Airport, Kent and the South Coast is not easy.

I’m not the only one who is unhappy, as there has been a petition to the London Assembley to get Thameslink to call at Norwood Junction.

I think a lot of the problems were caused by the following.

  • The East London Line was designed after Thameslink.
  • Thameslink designers thought the East London Line was a short route from Whitechapel to New Cross and New Cross Gate.
  • Thameslink is a National Rail project, whereas the East London Line is promoted by Transport for London.

On the other hand, East London does particularly well with two branches of Crossrail, so the connection to the East London Line at Whitechapel, will truly be a Jewel In The East.

Extending the East London Line to Finsbury Park in the North would give the following improvements.

  • Links to the Piccadilly and Victoria Lines
  • Links to Great Northern services to Hertford North, Welwyn Garden City, Letchworth Garden City and Cambridge
  • Links to Thameslink services to Peterborough and Cambridge.

Connecting to East Croydon in the South would also be valuable.

  • Links to Outer London suburban services to places like Epsom, Caterham and Oxted.
  • Links to Thameslink services going to Gatwick Airport, Brighton and the South Coast.
  • Links to London Tramlink across South London.

This connectivity at the North and South termini will not only make it better for those living in East London, but visitors and commuters needing to go to the area will find their journey much improved.

Now is the time to properly link Thameslkink and the East London Line to the benefit of users of both systems!

It could be the third line in London’s Crossrail/Thameslink network.

Advantages For Myself

I wouldn’t be being totally honest, if I didn’t point out my personal advantages of a Finsbury Park to East Croydon service.

I live within walking distance of Dalston Junction station and I would get single-change access to places like Brighton, Cambridge, Gatwick Airport and Peterborough.

But then so would the hundreds of thousands of people, who or work live near stations between Canonbury and Norwood Junction on the East London Line.

Thameslink, The Northern City Line And The Canonbury Curve

Thameslink, the Northern City Line to Moorgate and the line through the Canonbury Curve all come together at Finsbury Park station.

There would be opportunities to create a cross- and same-platform interchange between all three services.

I do think that the  Northern City Line will because of its important link to Crossrail at Moorgate grow into a high-capacity link between Crossrail, the City of London and Canary Wharf at its Southern end and Finsbury Park, North London and Hertfordshire at its Northern end.

Added together Thameslink and the Moorgate trains could create a 12 tph service up the East Coast Main Line, as far as Welwyn Garden City.

My thoughts on this line are laid out in A North London Metro.

How Many Trains Would Be Needed To Run A Service Between Finsbury Park And East Croydon?

As things stand the current Class 717 trains, that have been ordered for the Northern City Line, couldn’t work the route, as the route is only able to accept five-car trains, but it could probably be run by the following.

Current timings on the various sections are.

  • Finsbury Park to Highbury and Islington – 4 minutes – Great Northern
  • Highbury and Islington to New Cross Gate – 26 minutes – London Overground
  • New Cross Gate to East Croydon – 22 minutes – Southern

So this would give a timing of 52 minutes, which could probably be beaten by a direct modern train, that could change current collection on the fly and took the Canonbury Curve short cut.

Any time around fifty minutes, would mean that a train could do the round trip in two hours and that eight trains being needed to run a 4 tph service.

The Design Of An Ideal Terminus

The branches of the East London Line at Clapham Junction, Crystal Palace, Dalston Junction, Highbury and Islington and New Cross end in their own dedicated bay platforms. At West Croydon, a reversing siding is used, as I wrote about in The Bay Platform And The Reversing Siding At West Croydon.

As rarely do any operational problems surface, I feel that a single platform or reversing siding would be sufficient for a route, that is not much longer than Highbury and Islington to West Croydon.

Passengers would also require.

  • Decent step-free interchange between services.
  • Lots of useful connecting trains and buses.
  • Shops, kiosks and cafes.
  • An attraction like a market, museum, shopping centre or an entertainment venue.

Perhaps even a place to sit in the sun, like the park at Crystal  Palace or Dalston Square at Dalston Junction.

Looking at this, what idiot thought about using the dreadfully dreary and totally useless West Croydon?

An interesting concept is that the last two or three stations are used as a joint terminus, to give passengers more choice of onward routes, either by foot or by train, tram or bus.

You have Cannon Street, which is the actual terminus, but all services will also stop at London Bridge, when Thameslink is complete.

Other pairs include.

  • Liverpool Street and Stratford
  • Charing Cross, Waterloo East and London Bridge
  • Edinburgh Waverley and Edinburgh Haymarket
  • Birmingham New Street and Birmingham International
  • Manchester Piccadilly and Manchester Oxford Road.
  • Highbury and Islington and Dalston Junction

Some have been purposely designed that way, whilst others have just happened.

In the case of choosing the two termini for the Finsbury Park to East Croydon route, they must be within a time that allows the train operator to to use a sensible operating policy to run trains.

It looks like, that if the trip time is fifty minutes or less, that is ideal, as the round trip can be two hours. But even if it’s a few minutes longer, you just add another train into the fleet and work on a two hours fifteen minutes cycle say.

The Northern Terminus

In this example, I have used Finsbury Park station as a Northern Terminus, but I think that as long as Finsbury Park is served by the route, a station to the North could be used instead.

A few thoughts.

  • Using Drayton Park could mean an extra change for passengers.
  • Crossrail 2 could be coming to New Southgate and/or Alexandra Palace in the future
  • A terminus North of where the Hertford Loop Line joins the East Coast Main Line might be confusing and/or annoying for passengers.
  • There needs to be space for an elegant solution to the step-free change of train.

I think there are two main possibilities; Finsbury Park and Alexandra Palace.

In some ways, Alexandra Palace would work better as there is more space.

In Could A Reversing Siding Be Built At Alexandra Palace?, I examined the possibility of building a reversing siding at Alexandra Palace station.

I came to the conclusion that it is feasible and also found out that one already exists at Bowes Park station.

So a train reversing at the Northern end of the new route would go through the following procedure.

  • The train from the South, would arrive at a down interchange platform in Finsbury Park, where all down Thameslink and local services call, probably with Main Line services on one platform face and Hertford Loop Line services on the other.
  • Reversing trains would probably use the Hertford Loop Line platform.
  • After discharging passengers, it would proceed to the down Hertford Loop Line platform 4 at Alexandra Palace.
  • Any passengers still left, would leave the station or catch another train.
  • The train would then proceed to the reversing siding between the two lines of the Hertford Loop Line.
  • The train would then start its return journey in the up Hertford Loop Line platform 1 or 2 at Alexandra Palace.
  • The train would then return to Finsbury Park.
  • It would call in the up interchange platform, before continuing on its way.

Effectively, the route would have a two station terminus with interchange to other trains at both Finsbury Park and Alexandra Palace, with train reversing at the latter.

Note.

  • As a maximum of six tph will be using the Hertford Loop line, there is plenty of spare capacity to fit in another four trains.
  • Reversing sidings are always useful when there are problems like failed trains or blockades.
  • It could be used by Northern City services to Moorgate.
  • If it could take an eight-car Class 700 train, it might have uses for Thameslink.

It is one of those small lengths of railway, that if it were properly designed could have a lot more uses than is obvious.

I am also actually surprised that as the space is there between the tracks of the Hertford Loop Line, that it hasn’t been used for something productive before.

The Southern Terminus

Just as the Northern end of the route must serve Finsbury Park, the Southern end must serve East Croydon, as so many services call at the station.

  • Thameslink
  • Gatwick Express
  • Southern services all over the South.
  • Tramlink

Another possibility would be to perhaps have a dedicated bay platform at South Croydon station, with services calling at East Croydon before reversing in a dedicated bay platform or a reversing siding at South Croydon.

South Croydon station also has form as a past Southern terminus for the West London Line route to Milton Keynes Central.

This Google Map shows the South Croydon station and the area immediately to the South.

South Croydon Station

South Croydon Station

At a quick look, it would appear that fitting a bay platform into the Northern end of the station could be difficult.

But, there could be space in the tangle of lines South of the station to create a reversing siding.

There’s certainly more space than there is at East Croydon.

Perhaps, if the station was to be properly sorted as a Southern terminus for the East London Line, it could also become the terminus for an uprated service on the West London Line to the West Coast Main Line.

Drayton Park Station

This map from carto.metro.free.fr shows the lines through Drayton Park station.

Drayton Park Station

Drayton Park Station

The lines either side of the island platform are the two tracks of the Northern City Line to Moorgate.

The line on the right in the map, links Finsbury Park station to the Canonbury Curve through the Canonbury Tunnel. This line is at a higher level, as this picture taken looking South along the platform at Drayton Park station shows.

Drayton Park Station

Drayton Park Station

The line is behind the retaining wall at the left. It’s position is betrayed by the overhead wires visible in the picture.

If a platform was to be put on this connecting line at Drayton Park, it would not be simple.

But help could be at hand!

In the map of the tracks at the station, there is a disused track labelled Depot. There is quite a large area of land around the station and any housing built on the site, should surely incorporate a new station underneath, with provision for a platform on the connecting line.

It would be a disaster, if housing was built all over the Drayton Park station site, without leaving provision for a station on the Canonbury to Finsbury Park Line.

The Canonbury Curve

As I pointed out earlier, the Canonbury Curve would need modification to enable trains to get between Finsbury Park and Canonbury stations.

This map from carto.metro.free.fr shows the Overground through Canonbury and the two Dalston stations.

North And East London Lines Through Canonbury And Dalston

North And East London Lines Through Canonbury And Dalston

The various East-West tracks through the area from North to South are.

  • The Eastbound North London Line to Stratford
  • The Westbound North London Line to Highbury and Islington and Richmond.
  • The Southbound East London Line to Dalston Junction and Croydon
  • The Northbound East London Line to Highbury and Islington

A Finsbury Park to Dalston Junction service would do something like the following.

  • Take the Canonbury Curve to the Eastbound North London Line.
  • Stop in Plstform 4 at Canonbury station.
  • Cross over to the Southbound East London Line using two new crossings.
  • Continue South after stopping in Platform 4 at Dalston Junction station.

A service going the other way would do something like the following.

  • Call in Platform 1 at Dalston Junction station.
  • Cross over to the Westbound North London Line using two new crossings. (One would probably be used both ways.)
  • Stop in Platform 3 at Canonbury station.
  • After leaving Canonbury station take the existing crossover to the Eastbund North London Line.
  • Take the Canonbury Curve to Finsbury Park station.

I don’t know whether my route would be possible, but I’m sure that an expert at Network Rail could come up with a workable and very safe solution.

At least there are factors that help.

  • The line has been rebuilt in the last few years, so it must be well-documented.
  • There are a lot of crossovers South of Dalston Junction station.
  • The signalling is capable of handling bi-directional running.

But the most important factor is that to the East of the former Mildmay Park station, there is space for more track, as it would sappear there was an island platform between the pairs of lines. It is actually shown on the map of the lines through Canonbury and Dalston, earlier in this section.

These are some pictures of the lines between the Canonbury Curve and Mildmay Park.

I was really surprised to see how much space there is between Dalston and Highbury and Islington and I don’t believe it would be an impossible task to create a route between Dalston Junction and Finsbury Park stations via the Canonbury Curve.

I think the biggest problem could be where to switch from the third-rail electrification of the East London Line to the overhead electrification of the North London Line and the Canonbury Curve.

One of the solutions would be to use trains with on-board energy storage and they would automatically deploy pantograph or pick-up shoe, once they were on the electrified sections.

Six-Car Trains On The East London Line

Over the years there have been mixed messages about whether six-car trains will ever run on the East London Line.

The problems of lengthening some of the platforms at stations like Shadwell, Wapping and Rotherhithe mean that the current five-car trains need to use selective door opening.

But as this is probably the only problem to running longer trains, I suspect that running six-car Class 378 trains through the Thames Tunnel, is still an option to increase capacity on the East London Line.

So if six-car Class 378 trains with selective door opening can run from Dalston Junction to Surrey Quays and several stations in the South, surely six-car Class 717 trains could do the same, if they had selective door opening fitted.

As both trains are walk-through trains, selective door opening is not a great inconvenience to passengers, as with comprehensive information on the train, the passengers move to doors that open.

I can’t see any reason, why with a few simple modifications, Great Northern’s Class 717 trains could not use the East London Line to connect North and South London.

Frequency Between Finsbury Park And East Croydon

London Overground’s services on the East London Line and some other lines is based on the rule of four.

If you provide at least four tph, then passengers will turn up and go.

So there must be at least four trains between Finsbury Park and Croydon in both directions in every hour.

The upper limit to the frequency would probably be determined by two main questions.

  • How many trains could negotiate through the Canonbury Curve and Canonbury station in an hour?
  • How many spare paths exist through the Thames Tunnel?

The question also has to be asked if four tph were going to East Croydon, do four tph still need to go to West Croydon?

I think all this will mean that the probable frequency will be four tph.

Alternative Routes

I have been parochial and have concentrated on the core service between Finsbury Park and East Croydon, which would be of the greatest benefits to those like me, who live on the current East London Line.

But if trains can work the route profitably, why does there have to be a limit of where they can go?

Possible termini in the North include all of the current ones used as termini by services into Moorgate.

  • Alexandra Palace
  • Gordon Hill
  • Hertford North
  • Letchworth Garden City
  • Welwyn Garden City

I have added Alexandra Palace, as it could have a reversing siding and could be invaluable in maintaining the stability of the service. It is also the last station on the route, that serves both Northern branches.

In the South, the possible termini include the following.

  • Caterham, which was a Thameslink possible and has now been discarded.
  • Gatwick Airport, because it likes to have its fingers in everything.
  • Purley, because Southern are using it as a station to split Caterham and Tattenham Corner services.
  • South Croydon, because it has form and is in a convenient location.
  • Tattenham Corner, which was a Thameslink possible and has now been discarded.

I calculated the core time between Finsbury Park and East Croydon using these current journeys.

  • Finsbury Park to Highbury and Islington – 4 minutes – Great Northern
  • Highbury and Islington to New Cross Gate – 26 minutes – London Overground
  • New Cross Gate to East Croydon – 22 minutes – Southern

This gives a time of 52 minutes, between Finsbury Park and East Croydon which until proven otherwise is a good base time.

It is also the current scheduled time for London Overground’s Highbury and Islington to West Croydon service.

The following should be borne in mind.

  • New trains could shave a twenty seconds or so from each of the nineteen stops.
  • Cutting the corner using the Canonbury Curve should save time.
  • Modern trains would be able to change voltage quicker.

I would think that a sub-fifty minute time between Finsbury Park and East Croydon is possible.

The times between Finsbury Park and my possible Northern termini are.

  • Alexandra Palace – 7 minutes
  • Gordon Hill – 21 minutes
  • Hertford North – 37 minutes
  • Letchworth Garden City – 62 minutes
  • Welwyn Garden City – 20 minutes

And those between East Croydon and possible Southern termini are.

  • Caterham – 25 minutes
  • Gatwick Airport – 15 minutes
  • Purley – 6-9 minutes
  • South Croydon – 3 minutes
  • Tattenham Corner – 33 minutes

When linked to passenger statistics and the capacity on the various routes, I suspect that some routes could be shown to be a lot better than others.

Conclusions

If the following projects can be successfully delivered.

  • A suitable Northern terminal platform or other arrangement.
  • A suitable Southern terminal platform or other arrangement.
  • An updated Canonbury Curve to connect the East London Line to Finsbury Park station.
  • The procurement of suitable dual-voltage trains.

I can see no reason why a train service from Finsbury Park to East Croydon couldn’t be successfully run via the Canonbury Curve.

It would give the following benefits.

  • Extra connectivity for those going to and from stations between Finsbury Park and East Croydon.
  • Better access to Canary Wharf, Dalston, Gatwick Airport and Shoreditch.
  • It would take some of the pressure off Moorgate services, if Crossrail loads them up.
  • Development of a quality Southern terminus, might enable a better service from East Croydon to Old Oak Common and the West Coast Main Line using the West London Line.

Perhaps though, the biggest benefit would be that more trains could be running on the East London Line, without needing extra platform capacity at the current termini.

 

 

 

 

 

 

 

 

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September 12, 2016 Posted by | Travel | , , , , , , , | 11 Comments

The Bay Platform And The Reversing Siding At West Croydon

I went to West Croydon and took these pictures at the station.

They certainly answer some of the questions I asked in How Trains Reverse At West Croydon.

What is the maximum length of train, that can be handled by the bay platform 1?

On a brief look, it looks to be able to take a ten-car train.

How long does it take to reverse a train?

Look at the sequence I observed.

  • 16:30 – Train leaves the siding for Platform 3 to go North.
  • 16:33 – Train timed to leave Platform 3 to go North
  • 15:34 – Train timed to arrive Platform 4 from the North
  • 15:41 – Train arrives in the siding from Platform 4

From entering the siding from Platform 4 to entering Platform 3 seemed took around eleven minutes.

But they were working to a precise timetable with the aim of getting into West Croydon station on time.

How many trains an hour can the station reverse?

So if it takes eleven minutes for the sequence, it looks like this layout with one reversing siding can handle four trains per hour (tph), which it does at present.

In Increased Frequencies On The East London Line, I noted that two extra trains would be going South to Crystal Palace and Clapham Junction. But there appear to be no plans to increase services to West Croydon. Perhaps 4 tph is the maximum possible.

Can more than one train enter the reversing siding?

I wouldn’t have thought so during this type of operation. But it did look like the siding could accept a ten-car train or even two five-car trains.

Summing Up

It does look that there has been a lot of flexibility built into the track and its operation.

I also think that there could be enough space to squeeze some more track into the layout, if something like The Streatham Virtual Tube needed to turn more trains at West Croydon.

One thing that has to be said, is that the station is not an architectural gem worth cherishing. If the number of trains terminating at West Croydon, needed to be substantially increased, then no one would mourn if the station was rebuilt to increase the capacity.

June 2, 2016 Posted by | Travel | , | 1 Comment

How Trains Reverse At West Croydon

When you take an East London Line train to West Croydon station, have you ever wondered, where after arrival at Platform 4, the trains go before appearing on Platform 3 to start their journey back to Highbury and Islington station?

This map from carto.metro.free.fr shows the layout of the lines at West Croydon station.

Lines At West Croydon Station

Lines At West Croydon Station

This Google Map shows the reversing siding between the two lines.

The Reversing Siding At West Croydon Station

The Reversing Siding At West Croydon Station

The train goes to the reversing siding between the lines and then appears a few minutes or so later.

Trains can also use the bay platform 1 on the West side of the station, as there are points to allow trains to cross from any line.

Obviously, the reversing siding can handle a five-car train, but I wonder what is the longest train it can reverse?

It certainly looks long from a Google Map.

I have other questions.

  • What is the maximum length of train, that can be handled by the bay platform 1?
  • How long does it take to reverse a train?
  • How many trains an hour can the station reverse?
  • Can more than one train enter the reversing siding?

There are four trains an hour (tph) to Highbury and Islington and two tph to London Bridge, so I think with some efficient work by the drivers and signalling system, that a few more trains could be reversed at West Croydon.

Trains could also use the bay platform.

ou’ll find reversing sidings like this all over the rail network.

 

June 1, 2016 Posted by | Travel | , | 1 Comment

A New Station For Clapham East

In the June 2016 Edition of Modern Railways, there was an article entitled Turning South London Orange.

One of the proposals in the article is to create a new station at Clapham East. The location is half a mile North-East of Clapham Junction station on the East London Line.

This Google Map shows the location.

Location Of Clapham East Station

Location Of Clapham East Station

 

Note Wandsworth Road station at the East of the map, with Clapham Junction station, off the map a short distance to the West.

I’m not too sure of the exact location of the proposed station but it would appear to be on the East London Line, where it runs along Eversleigh Road, close to the junction of Culvert Road.

These pictures were taken as my East London Line train passed through in the area.

This map from carto.metro.free.fr might help.

Lines Around Clapham East Station

Lines Around Clapham East Station

The bridge in the pictures is where the lines from Victoria go over the East Lo0ndon Line to get to Clapham Junction station.

I think the station will be on the East London Line, which is shown in orange, just above the words “Pouparts Junction.

The Centre for London report, says that the area rather lacks a train service and that a station is needed.

 

May 27, 2016 Posted by | Travel | , , , | 4 Comments